Steam locomotive structure



Get. 29, 1935. J c TRAvlLLA, JR 2,019,278

STEAM LOCOMOTIVE STRUCTURE Filed Feb. 27, 1932 5 Sheets-Sheet 1 lizy znfar James 6 7Eaw//a J1 0d. 29, 1935. J Q TRAVlLLA, JR 2,033,278

STEAM LOCOMOT I VE STRUCTURE Filed Feb. 27, 1932 3 Sheets-Sheet 2 a/o/rzes C Fan/[a J A orizg/g J. C. TRAVILLA, JR

. STEAM LOCOMOTIVE STRUCTURE ct. 29, was.

5 Sheets-Sheet 3 Filed Feb. 27, 1952 J? p Z hm. W s m 2 Patented Oct. 29, 1935 UNITED STATES ATENT OFFIE STEAM LOCOMOTIVE STRUCTURE.

Application February 2'7, 1932, Serial No. 595,581

19 Claims.

The invention relates to steam locomotives and consists in novel arrangement of the framing members and parts associated therewith adjacent to the main steam cylinders whereby the fram- 5 ing members will be heated substantially simultaneously with the heating of the steam passageways and excessive strains in the framing members due to uneven temperatures in the same and in the adjacent steam passageways and cylinders .10 are avoided.

In the usual construction of steam locomotives the cylinders and supply valve chambers and exhaust steam passageways are rigid with the locomotive, and the parts mentioned on one side of 15 the frame are rigid with the corresponding parts on the opposite side of the locomotive. Hence when the steam passageways expand under the influence of the high temperatures produced by the steam therein, and subsequently contract 20 when cooled, strains are created in the adjacent portions of the saddle and other framing members which are not heated substantially'by the steam leading to or from the cylinders. As the temperature in the steam receiving parts rises to 25 as high as 600 Fahrenheit while the frame members exposed to the atmosphere may be subjected to temperatures far below zero, it will be seen that the diiferences in temperature are substantial and provision for accommodating the resulting 30 expansion and contraction must be made if the structure is to be free of serious damage.

The main object of the invention is to provide heating chambers in the framing structure in addition to the exhaust steam passageways, and

35 to provide means for supplying steam to such chambers. This and other detail objects of the invention are attained by the structures illustrated in the accompanying drawings, in which Figure 1 is in part a top view of a locomotive cylinder and adjacent saddle structure illustrating one embodiment of the invention, and in part a horizontal section taken on a line I-l of Figure 2.

45 Figure 2 is a vertical transverse section taken in part on a line 22 of Figure l and in part through the underframe in front of the saddle.

Figure 3 is a bottom view of the structure.

Figure 4 is a vertical longitudinal section taken v50 on a line 4-4 of Figure 2.

Figure 5 is a section corresponding to the left half of Figure 2 but illustrating a modified structure.

Figure 6 is a similar section illustrating another .55 modification.

Figure 7 is a longitudinal vertical section taken on a line '|-l of Figure 6.

Figure 8 is a transverse half section illustrating another modification.

Figure 9 is a bottom view of the same. 6

Figure 10 is an enlarged section of the exhaust piping taken through line IBI of Figure 7.

Figure 11 is an enlarged section of the piping for exhaust from the heating chamber of structure shown in Figure and taken on line lI-ll of Figure 5.

The construction illustrated in Figures 1 to 4, inclusive, embodies cylinder and saddle members formed integrally with the locomotive main frame or bed which, abreast of the cylinders C, has a 15 box section main member comprising side walls I, top wall 2 and a bottom wall 3. In front of and behind the cylinders there are secondary vertical webs or walls 4 which curve outwardly, as indicated at 5, to merge with the walls of the cylinders. Front and rear walls 9 and I0 extend across the framing and beyond side walls I. Webs to extend between walls 9 and I0 and are substantially in line with walls 4. Steam control valve chambers 6 are located above the cylinders and preferably are integral therewith, and exhaust steam passages I extend inwardly from the opposite end of each valve chamber and merge with each other and with the upper outer corners of the bed structure and then turn upwardly merging in a single passageway 8 forming a base for the usual discharge nozzle (not shown) and projecting through the support 9 for the locomotive smoke box (not shown).

Upper and lower Walls 2 and 3 of the bed pr ject laterally beyond walls I towards webs 4a, and front and rear walls 9 and Ill cooperate with elements I and la and the projections of walls 2 and 3 to form compartments H extending between the front and rear walls 9 and It of the saddle structure. Compartments H are adapted to receive steam so that they may be heated along with the exhaust steam passageways l-8, the cylinders, and the valve chambers, whereby substantial portions of the saddle structure adjacent these parts will be subjected to corresponding expansion and contraction forces thereby avoiding unequal strains which would tend to crack or otherwise injure the structure.

The pip-ing arrangement illustrated indicates a selected manner of supplying steam to chambers l I. When the hostler or engineer opens the cylinder cock l2, in starting the locomotive, a pneumatic valve 13 in the cylinder cock line is opened simultaneously and admits live steam from the control valve chamber 6 through pipe M to the heating chamber II. This causes the center portion of the frame or saddle structure to be heated at the same time as the cylinders and exhaust steam passageways. Steam in chamber Il may exhaust through the nipples l5 welded in place at W into the main exhaust steam passages or through piping l6 and I7 leading to the smoke box discharge nozzle independently of the main exhaust steam passageways. The nipples [5 project a short distance into the exhaust passages so as to prevent condensate and oil from entering the chamber ll. Any condensate or oil which may collect in the exhaust passage 7 will be blown out by the exhaust steam when the engine is operating. Condensate and oil are automatically drained from a small diameter nipple I 8 on pipe I 6 into a lower end portion is of pipe l7, portion i9 being of larger diameter than the nipple. The velocity of the steam from the nipple I8 causes it to flow upwardly through pipe I I while the condensate and oil can run downwardly and out of the open end of the larger diameter pipe. After the cylinder cocks l2 are closed, exhaust steam will be admitted to chambers l I through nipples I5 and serves to heat the chambers during the operation of the locomotive. If desired the piping I8 and I9 may be of the same size and connected together and an automatic drain valve similar to the one shown in Figure 7 may be provided in the lower portions of the piping for releasing the condensate and oil when the pressure is released in the heating chamber l l In the construction shown in Figure 5 and 11, heating chambers 29 are provided similarly to chambers H and are heated solely by the supply of exhaust steam from passageways 2| through ports 22 and the discharge of steam from the heating chambers through ports 23 which may be provided with a nipple 25, cap 26, and hose 24 to discharge the exhaust steam condensate and cylinder oil nearer to the rail to prevent deposits of oil or ice on the engine truck. The nipples are welded to the wall as indicated at W, Figure 11, and the cap 26 has a small hole 21 discharging into hose 24. The hose 24 is clamped over cap 26 and extends downwardly toward the rail. If desired, however, the nipple, cap and hose may be omitted and the steam and condensate discharged tln'ough a small hole in the bottom of the chamber 20. The effective results of this arrangement are substantially the same as in the structure first described.

In the modification shown in Figures 6, '7, and 10, relatively small heating chambers 30 are provided and live steam is used exclusively to heat these chambers. The steam is supplied by a direct connection 3! leading from the control valve chamber 32 to the heating chamber 38. Steam is exhausted through a small orifice 33a in piping 33 except when cylinder cocks are open, at which time most of the exhaust passes through pneumatic valves 35 in the bottom wall of the heating chamber, and connected to and operated by the cylinder cock air line (not shown). rangement provides for rapid heating at the start. The automatic drain valve 31 allows release of condensate and so forth when the throttle valve is closed because of the reduced pressure in the drain valve chamber.

In the construction shown in Figures 8 and 9,

there is no live steam connection between the valve chamber it! and the heating chamber 4!. The steam is admitted to the heating chamber,

This arwhen the locomotive is started, from the ends of the cylinders C through the cylinder cocks 42 and piping 43. As the cocks at both ends of a. cylinder are not exhausting at the same time,

steam may fiow from one cock through the heat- 5 be modified and grouped in difierent relations without departing from the spirit of the invention. The steam from the heating chambers may be discharged into the exhaust lines from the booster 15 motor, the air pump, or water pump, or other exhaust lines. Steam for heating the chambers in the frame may be drawn from other points than those indicated in the drawings if such connections would be more convenient, for example, 20 live steam could be supplied from the steam inlet member 50 (Figure 2) above the oil inlet so as to utilize steam free of lubricating oil. This will eliminate any tendency for the exhaust ports to stop up due to carbonized or gummed oil. The 25 chambers for heating the framing structure may be shaped or located otherwise than described above, and all of the description is intended to be illustrative of the general principle of providing a heating chamber in the bed or saddle structure, 30

in addition to the steam receiving passages heretofore existing, in order to uniformly heat the entire structure for the purpose described. The exclusive use of the novel features illustrated or described above, and covered by the accompany- '35 ing claims, is contemplated.

What is claimed is:

1. In combination, a locomotive mam longitudinal frame, there being cylinder supporting elements integral therewith, main steam passageways subjecting a restricted portion only of said frame to the temperature of the steam, and means for applying steam to said main frame for heating portions of said frame spaced from said passageways to a like temperature independ- 1 ently of the heat produced by steam in said passageways.

2. In a locomotive saddle structure, a rigid body portion arranged to form part of the locomotive main framing adjacent the main steam cylinders, an exhaust steam passageway rigid therewith, said body portion including a hollow beam element extending a substantial distance away from said passageway and means for supplying steam from said passageway to said beam '5 element to heat said beam element when said passageway is heated by exhaust steam.

3. In a locomotive saddle structure, a body portion, a. restricted exhaust steam passageway meeting and rigid with a wall of said portion, ,0 said body portion including a chamber adjacent to said passageway, there being a restricted connection between said passageway and said chamber whereby a relatively small portion only of the exhaust steam in said passageway may enter 5 said chamber to heat said body portion.

4. In a locomotive saddle structure, a body portion, a main steam cylinder, an exhaust steam passageway rigid with said body portion, said body portion including a chambered arrangement 7 which may receive a portion of the steam from said exhaust passageway to maintain the temperature of the latter and said body portion approximately the same.

5. In combination, a locomotive frame having a box-shaped body member, longitudinal vertical webs spaced from and paralleling the sides of said member, transverse webs between said sides and said longitudinal webs whereby enclosed chambers are formed at the sides of said member, steam cylinders at the sides of said chambers, exhaust steam passageways extending across said frame, and means for supplying exhaust steam to said chambers when said exhaust steam passageways are functioning.

6. In a locomotive saddle structure, a body portion, a main steam cylinder thereon, said body portion including a'substantially closed chamber, and discharge valves and pipes leading from the ends of said cylinder to said chamber and functioning to conduct steam from the discharge valve at one end of said cylinder to said chamber and from said chamber to the discharge valve at the other end of said cylinder.

'7. In a locomotive, a main steam cylinder, a source of steam supply, cylinder mounting framing including a substantially closed compartment adjacent said cylinder, a steam connection between said source and said chamber, a cylinder cock, and means actuated automatically by operation of said cock to lead steam from said source to said chamber.

8. In a locomotive saddle structure, a body portion, a main steam cylinder thereon, a cylinder cock, an air line leading to said cock for operating the same, said body portion including a substantially closed compartment, a steam supply conduit, a steam line leading from said conduit to said compartment, a valve in said steam line, and a branch from said air line to said valve whereby the valve is opened, when said cylinder cock is opened, to admit steam to said chamber.

9. In a locomotive, a frame structure, a main steam cylinder mounted thereon, a steam supply chamber, a steam passageway so positioned that the use of same tends to heat a portion of said structure, a compartment in said structure spaced from said steam passageway, and a restricted steam line from said chamber to said compartment for heating the latter simultaneously with said passageway and the portions of said framing adjacent thereto.

10. In a locomotive, a framing structure, a steam passage leading therethrough, a closed compartment in said structure forming a support member for said passage, a main steam cylinder, cylinder cocks at both ends thereof, a pipe between said cocks and piping leading from each of said cocks to said compartment to heat the latter with exhaust from said cylinder.

11. In a locomotive, main framing structure, an exhaust steam passageway leading through a portion of said structure, a substantially closed compartment in said structure adjacent to said passageway, means for supplying steam to said compartment to heat the same, and a discharge nipple leading from said compartment through the wall of said passageway and projecting beyond the same to avoid draining condensate of steam in said passageway to said compartment.

12. In a, locomotive saddle structure, a main steam cylinder, steam passageways therefor, a body including a hollow chamber forming a part of the locomotive main frame, means for supplying steam to the interior of said chamber, and an outlet from the body chamber leading to the smoke box discharge nozzle whereby steam, etc.

in said chamber may be discharged through the stack to the atmosphere.

13. In a locomotive saddle structure, a main steam cylinder, steam passageways therefor, a body including a hollow chamber forming a part of the locomotive main frame, means for supplying steam to the interior of said chamber, a pipe leading from the body chamber and termi- 5 nating in a horizontal portion of restricted diameter, and a pipe of substantially larger diameter having an open end receiving the end of se. portion, extending upwardly towards the loco motive exhaust nozzle whereby steam may be discharged from the chamber through the exhaust nozzle while condensate, etc. may drain between said portion and the open end of said larger pipe.

14. A locomotive cylinder saddle including ex- 15 haust steam passageways and cylinder supporting elements beneath said passageways, and an open steam chamber adjacent said elements and coextensive with the same longitudinally of the saddle for heating said elements to a temperature corresponding to that of said passageways and the cylinders during operation.

15. In a locomotive saddle structure, a body portion including an exhaust steam passageway with a part meeting a body wall and a chamber 18 adjacent said passageway, said chamber extending longitudinally of the saddle at least as far as the said part of said passageway and arranged to permit free flow of steam therethrough, and means for supplying exhaust steam to said chamber to heat said body portion when said passageway is heated by exhaust steam.

16. In a locomotive, spaced main steam cylinder members, a saddle structure between said cylinder members, steam passage members between said cylinder members and positioned in the upper part of said structure, and means permitting free flow of steam through the lower part of said structure from at least one of saidmembers and independently of the others for (0 heating said lower part to a temperature similar to that produced in the upper and side parts of said structure by the contact of steam with said members.

17. In combination, a locomotive main frame 45 including hollow longitudinal members for supporting the main steam cylinders, exhaust steam passageways, said members extending longitudinally beyond said passageways and said passageways being disposed so as to subject a por- 50 tion only of said frame tothe temperature of the exhaust steam, and means for admitting steam to said members for heating the same adjacent to said passageways toa like temperature.

18. In locomotive underframing, a main frame 55 longitudinal member, steam cylinder and steam passageway structure rigid with said member, a chamber adjacent a portion of said member spaced substantially from said structure, and an auxiliary passage between said structure and said chamber for admitting steam to said chamber to equalize thermal stresses in said longitudinal member.

19. In a locomotive, a cylinder saddle includ- 65 ing rigid structure comprising a plurality of steam cylinders and main steam passageways therefor and a portion extending away from said structure so as to receive less heat from steam in said structure than said structure itself, and 7 JAMES C. TRAVIILA, JR. '5 

